Air-brake-control valve.



' J. R. SNYDER.

AIRK BRAKE CONTROL VALVE. APPLICATION fll ED FEB. 13, 19:4..

Patented Jan. 16, 1917.-

-, 4 SHEETS-SHEET l.

rte. 1 7

"WITNE'SSES 2 MM l VEN on ].R. SNYDER..

AIR BRAK-E CONTROL VALVE.

APPLICATION FILE D FEB. 1 3. 1914. I

I 'Patented Jan. 16,1917.

, 4 swans-s ear 2.

FIG-.3 I

wi'rNEs'sEs lNV TOR LR. SNYDER. AIR BRAKE CONTROL VALVE. 2

APPLICATION FILED FEB. '13, 19H. 1

Patented Jan. 16,1917.

4 SHEETS-SHEET 3.

rlllllmllllli I Fig.1? WITNESSES M J. R. SNYDER;

AIR BRAKE CONTROL VALVE. I APPLICATION. FILED FEB-13,1914.

, JACOB osa sNYnR or PITTSBURGH, PENNSYLVANIA, assrenon To PITTSBURGH AIBRAKE COMPANY, or IT sBURGH, PENNSYLVANIA-1A CORPORATION or enna flowingis a specification.

- provide valve mechanism of the charactertoward the rear end oftlietrain; whereby I without danger of the valve going to emer- I SYIiYANIA.

To all whom it may concern} Be it known that I, JACOB Allegheny andState of Pennsylvania, have invented a new and useful Improvement inAir-Brake-Control Valves, o'fwhich the fol- This inventionrelates towhat is known as a passenger car control valve, that 1s, a

valve for use on passenger cars which performs all of the functions ofthe usual-triple valve as well asother functions. w

The object of the present invent on is to described whereby the valveson the front cars of a train are prevented from robbing the train pipeof pressure to such an extent as to preventthe release action of thevalves over-reductions in train, pipe pressure can be made to'securehigh service braking power gency position; whereby'a very quick andpositive emergency action is' secured; as well as a valve mechanismwhich performs other functions and has other advantages which willhereinafter appear.

In the accompanying-drawings Flgure 1 is a longitudinal section throughthe valve taken on the .line1 1', Fig: 2, and showing the valvemechanism in normal releaseor runningp'osition; Fig.2 is a horizontalsection through the valve,jwith'the-main piston and valves omitted andshowing the main valve seat inp'lan view; Fig. 3 is a l0ngitu dinalsection similar to Fig. 1 talgen on the .line 33,' Fig. 2 Fig. 4 isanend view of I the valve casing, the supplementary valve 'cas ing beingomitted; Fig. .5 is a transverse view. taken on the line 5'5, Fig. 2,and

. showing the suppleinentary valve," Fig. 6 is a section taken onthe;line'66; Fig. 5; Fig.

7 is a section corresponding to Fig. 2 and showing a modifiedarrangement in the head of the valve casing; Figs. 8 9, 10, 11, 1'2, 13

and 14 are diagrammatic views showing the -valve,-Fig.il .8 showing thesame in restricted recharging position, Fig. 9 in normal releaseandrecharging-position, Fig, 10

arR-BRa n-coNTRoL VALVE.

specification of Ltters Patent. Patented Jan 16 191? Application filedFebruary-13, 191% Serial No. 81 8,57].

I in service application position,.Fig. 11 in 1 RUSH SNYDER,

service lap position, Fig. 12 in over'reduo.

tion position, and in dotted' lines indicating EtHlOdlfiCtftlOI-l; Fig.13 in overreduction lap position, and Fig. 14 in emergency position;

Fig. 15 is'a top plan View of the main slide valve; and Figs. 16 and 17are diagrammatic views correspondingto 9, andillustrating a modificationwhich secures a graduated release of the brakes Fig. '16

- showing the valves in release position and Fig; 17 ingraduated releaselap position...

lVestinghouseand similar triple valves, with certain modificationstherein and additions thereto.

' It comprises a casingl provided at its in- The valve in its generalform, construe L tion and arrangement follows the standard by the. heador cap 3. Inthe casing is the chamber 4: in which works themain piston 5which is provided with a sternfi extending ipto the chamber or bore .7of-the-casing and p which serves toactuate theslide valves.

. The trainpipe connection is through a I passage 10 extendinglongitudinally through the bottom portion of the casing 1 andcomembodying the invention, the section being municating with a passage11 in the head or cap 3 and which in turn communicates with the pistonchamber 4 and with a chain.-

ber 13 'in the outerfportion of the head or cap, 3. In the bushing ofpiston chamber 4 is the usual charging groove '14: which is openwhen the4 valve is in.- normal release and restricted recharging positions, .andthrough which the auitiliary reservoir is charged in-the usual way; i I

" In the bore "of the valve is a suitable bush-1 ing 15 whose lowermostportion forms a. valve seat 16which is provided-with the ports andpassages f shown in'FigL 2, .to-wit,

' a large port 17 and awsmaller port 18,-both of which communicate witha passage" 19 leading to\,the supplementary reservoir; a

pair of ports 21 and 22 which communicat'e vwith a passage 23 inthe'vcasing and from which leads-to the longitudinal passage 20 tendingaround the bushing and communieating. with a cored-out passage29- in thecasing and which opens into a chamber 13 .in the .head orcap 3 and inwhich passage is a check valve 30 seating toward the train 1 pipechamber 13; a port-31- communicating througha cross passage 32 with alongitudinal passage 34 leading to the emergency brake cylinder; arelatively large port 35 and aniadjacent smaller port 36,, both of.which' communicate with the atmosphere;

" a-port 39,which communicates with a passage" 40 extending partlyaround the bushing 15 and communicating with a longitudinal passage 41extending. out to the inner face 2 of the valve casing and leading tothe application chamber; an oblong port 43 -and a small circuit port 44:bothcommunieating with passage .45 leading'to the atmos phere; and asmall port 46 which communicates with passage47 leading to chamber 48 inthe head or cap '3 behind the emergency vent valve hereinafterdescribed.

Formed'on one side :of the casing 1 is an extension 50 for thesupplementary valve mechanism" In this extension is a chamber 51 inwhich works the supplementary piston sage 23, hereinbefore referred-to.o

The, supplementary casing 50 is provided with a valve" seat56 uponwhichworks a slide valve 57, which is" actuated" by means of a pin 58 extending upwardly from the stem '59 of the supplementary piston 52,

said 58 extending throughan opening 60' in. the valve seat 56. The slideValve 57 is provided with a cavity 61 adapted in norj 'mal' position'toconnect opening 60 in the valve seat'with port 62 ,in the valve seatwhich communicates with passage '63 leadingto the atmosphere. The slidevalve 57 I operatesin a'chamber 64 for'med by the casing cap 65, andsaid chambercommuni- I j cates through opening 66 with the supplementary reservoir passage19. The piston chamber 51; as well. as the portin the supplementary valve "seat, communicates through passage 68 with alongitudinal passage '69 in the casing 1 and leading out to the innerface 20f said casing and having valve 88 for the purpose of returningthis connection to the service brake cylinder;

In the head Qrcap i3 is a passage 72-Wl110l1 communicates at one endwith an opening *"through the'emergency valve seat 73 and .at itsopposite. end with an opening through. the emergency vent valve seat'74:. The

. emergency valve seat 73 communicates with the train pipe chamber13 inthe head or 'cap 3 and this communication is controlled the train. pipe.7

surrounds the graduating stem 76 which is slidably mounted in the heador cap 3 and projects into thevmain piston chamber 1.

'The outer end of the graduating stem abuts.

against a spring 77 in the outer closure of the head or cap 3. Said stemis provided with a collar or enlargement 78 which when the valve is .innormal or release position pressure of supplementary spring 80.

said collar orenlargement abuts against the inner face of a sleeve 79carried by the emergency valve and will unseat-said emergency valve,moving the same against the compression Thevent valve seat 74communicates either with the atmosphere through exhaust port 81,a's'shown-in Fig. 2, or with the emergency brake cylinder passage 34, asshownin Fig. 7'. As shown in Fig. 2, the communicationbetween thepassage 72 and the exhaust port 81 is controlled by a valve 83 formed onthe inner face of piston 84 which works in the chamber hereinbefo-rereferred-to and is provided with-a guiding stem 85. As shown in Fig. 7,the communicatlon between the passage"72.and emergency brake cylinderpassage 34 is controlled-- by a check' valve 86 spring-seated towardCooperating-with the main valve seat. isa main slide 'valve 88 which isheld between the shoulder '89 on the main piston 5 and a collar 90 onthe outer endof the piston stem 6, but does'not completely fill thespace between said shoulderand collar'so that the main piston has alimited movement with out moving the mamsllde valve.

Oneend of this main piston forms a .seat for the gradvatingslide valve92,'Which is held between shoulder 93and collar 94 on the main pistonstem 6, and entirely fills the space between said shoulder and collar sothat it moves at -all times with the main piston.

Secured to the face 2 ofthe 'valve casing is a yoke 96' which forms aguide for a plunger 97 longitudinallymovable in said, ,a yoke and.normally pressed inwardly by,- means of compression spring 98. Theplungeron its inner end is'prov ided with a head llt 99-fwhich isadapted to abut against projections or prongs 100 on the main slide mainslide valve from the, restricted recharging position hereinafterdescribed to normal release and recharging position.

wit:--A- large cavity 102 near the inner end of said .valveon one'sideof the longitu dinal' center thereof; another large cavity by theemergency valve 75 =which'loosely.1'03 somewh'atfarther outwardly. onsaid 1. 107 and 108 transversely in line with each misses valve and onthe opposite side'of its longitudinal center; a narrow transversecavity,

' cavity 105 which, however, opens through 'the top face of said v lveby meansgofl an oblong port 106. A pair of oblong'ports other" and'-loc'ate d on opposite -sidesof the longitudinal center of 'saiddvalveand chin gated on'th'e bottom. face of the valve; an oblong port 109extending entirely through the valve and having its lower end commu-'nicating with a cavity 110 extending toward ,the outer'end'of saidvalve; a pair of oblong ports- 111 and 112'. adjacent to each .ibthernear the outer end of. the valve and both voirport 25. The main slidevalve, however, opens merely. a slit of train pipe port 27 and hence thesupplementary reservoir receives only a very small amountof air so thatit, is not able to rob the trainpipe to 70 ,such 'anextent as to preventsufficient 'air from flowing to the-rear ofthe train to j move thevalves there to release position.

Thefauxiliary reservoir in this positionis charged through feed groove15, and also.75 from the train pipe port 27 through the cutawaly portion114 in the end of the main slide valve, but'the auxiliary reservoir inthis system will only be a small chamber.

-The auxiliary reservoiryhowever, feeds up go much more rapidly. thanthe supplementary extending entirely through the valve,.and

piston 5, and .when this reaches acertain both enlarged on their lowerends; and a small port .113 near the outer end of 'the valve andextending entirely through the same and being materially enlargedat itslower end. The outer end of the valve is also cutaway at its-lowercorner, as .shown at'114. i

'The graduating valve is provided on its lower face with a p'airof largesubstantially rectangularcavities 116' and 117, each provided with atransversely extending projection marked118 and 11 9 respectively.

.The valve mechanism described has seven positions, as follows: 31.Restric ted reckargmg, position. (Shown in Fig. 8.)Thi s position isassumed by the valves on'the forward end of thet'rain, due to a suddenincrease. 1n tram plpe-pressure' to release. the brakes, whichdrives-the pisto n-' 5 completely inwardly, "compressing spring 98 andmoving the valves to thetposition shown in Fig. 8. Inth is position theemergency brakecylinder port 31 is connectedto exhaust port 35 by cavity103 in the mainslide valve,- thus'exhaustingthe emergency brakecylinder. The cavity 104 in the slidevalve also connects exhaust portports 111 and? 112,

36' with the port 21, which as heretofore described communicates throughpassages 23 and to the chamber 54 on, the outer "side of thesupplemental piston 52.. .Conse- .quently, said piston moves outwardlycarrying with it theslide valve 57 to the position shown in Fig. 5, inwhich theservice rake cylinderpassage, 69, 68, is connected toexhaust'port 62,.thus also exhausting the.

reservoir; and consequently pressure is built up fairly rapidly on theinner face of main but also against the projectibns on-the .90

main slide valve 88, thereby insuring the movement of 'themainislidevalveas well as the. graduating valve to position number 2.

F uZZ release position; (Shown in Figs.

1, 3, 5 and 9.-)This is the normal ,release 95 and running positionofthe valve, and is the position assumed by the alveson the rearvendofthe train upon release of the brakes,

and of the valves on the forward end of the train after movementsjustdesqribed-in con- 0.0

. nection with position number 1 In this 'po 1 sition. the formerexhaust connectionsfor .the emergency brake cylinder and service brakecylinders are inainta'ined, the connection between the brake 'pipeport27 and I supplementary reservoir port 25 is increased so that nowthe-supplementary reservoir is quickly charged, the auxiliary reservoirt'eed roove 14 isstill open, but the connection of notch 114 with train.pipe port 27 is 10 .jbroken, so that'the auxiliary reservoir now Yservice brake cylinder. The train pipe port '27 is slightly, overlappedby-the port 112 in the main slide valve and. the supplementary reservoirport 25 is partly overlapped by the port lllfof the main slide valve,wh1le the cavity 117 of the graduating valve connects slide valve port111, to supplementary. resertherebv permitting train valve port 112,graduating valve cavity117,

being recharged more "slowly than in the.

, previous position. In normal release posi- (and also in restrictedrecharging, service service la p positions) the emergencytion" (and alsoin restrictedrecharging po- .sition)? the application chamber port 39is.

lappedby port 107 onthe main slide valve,- while exhaust port 4 3 islapped by. port 109. on the main slide valve, and ports 107 and 109 areconnectedthrough thecavity 1 116 of the-graduating valve. Consequentlythe application chamber isexhausted. to the atmosphere. In normalrelease position in the main slide valve toexhaust port 43.Consequently,}the chamber 48 on the enter face, of the emergency; ventvalve piston 84 is exhausted, but inasmuch as theemergency valve 75 isalso closed no '=-.1r flows from the v""nt' valve port 46 15 connectedby cavity 110 5- 76', when it stops.

-movement is to move the graduating valve both valves to the positionshown in Fig.

train pipe-through the emergency vent valve.

Service posit ion. (Shown in Fig. 10.)This position is assumed upon gradual reductions-in train pipe pressure, which.

cause the main piston 5. to move outwardly until it contacts with thegraduatingstem The first effect" of this 92 on the mainslide valve, andthenmove train. The; graduating valve uncovered the u'pperend of. port106 through the main right, viewing Fig. 5, breaking connection in trainpipe pressure, or slightly less, the

slide'valve, whose lower end overlaps both the, application chambervport- 39 and the port 22, the latter of which communicates throughpassages 23 with the chamber 54 on "the outer sideof piston 52.Consequently 30 auxiliary reservoir pressure-flows to the ap: plicationchamber and. to Chamber 5.4 and the supplementary valve is moved to thebetween the service brake cylinder and the exhaust port '62, and openscommunication between chamber 64 and chamber 68, as a consequence-ofwhich supplementary. reservoir pressure. coming'by-way of'passage 20 andport" 66' flows through port 60 and pas-. sages 68 and 69 to the servicebrakecylinder. When auxiliary reservoir .pressure is reduced to anamount equal to the reduction v main valve w ll .lapback to the positionnext to be described. 4. Service Zap position." Shown in. Fig.

- 11.).-This.is the position towhich the valve moves after a serviceapplication as soon as auxiliary reservoir pressure is reducedslightlybelow the point to which train pipe pressure has been reduced.Iii-moving back only the graduatingvalve-movesf'until it covers theport" 106 on the main slide valve, thus cutting off communicationbetween the piston 52' is actedupon on its-outer-face by the pressureinthe service brake cylinder.

, pressure exceeds the trapped pressure in auxiliary reservoir and theapplication chamber and the chamber 54 of the supplementary valve. Inthis position supplementary Consequently, as soon as brake cylinderchamber '54 the supplementary valve mechanism moves to the left,'viewingFig.-'5,.cutting off communication betw'een'the supple mentary reservolrand theservlce brake cylbra-ke cylinder pressure.

inder, but not suificiently far to open the exhaust 62. Should there bea'leak of brake cylinder pressure, this reduces the pressure on theinner face of supplementary piston 52, whereupon the preponderance ofpres-" sure in chamber 54 again moves the supplementary valve mechanismto the'right to al" low more pressure to pass from the supplementaryreservoir to "the serv ce brake cylinder, and as soon as this is agalnequal or slightly in excess-of pressure'in chamber 54' the.supplementary valvekwill lap back as above described. Thesupplementaryvalve,

therefore, serves to maintain the brake cylinder pressure uniformrrespective of brake cylinder leakage or variation in piston travel. Bysuccessively reducing train pipe pressure the service applicationpressure can be increased as desired, and in all positions of'serviceapplication or service lap position the supplementary valve maintainsthe 5 Ooerreduction position. (Shown in Fig. 12..)-This position isassumed by the valve -1ne'chanism when the train pipe pressure has beenreduced .to such point that the auxiliary reservoir equalizes with theapplication chamber (and consequently with the service brake cylinder).,This results-in moving the theright until the'cavity 104 in the mainslide; valve connects application chamber port 39, with the port 22communicating with the chamber 54 in the supplementary-valve, therebymaintaining connection between the entire yalve mechanism slightlyfarther to application chamber and the chamber 54 on This is to givesufiicie'nt olume to said 'chamber 54so thatthe pressure in the samewill not bematerially affected by slightleakage, should "anyoccur.Should it be desired toisecure a-greater braking pressure inthisposition of the valve, provision can be made for admittingsupplementaryreservoir pressure to 'saidchamber 54, which can be done by providinginthe lowe'r. face of the main slide valve a small groove (shown in,dotted line at 120, Fig. 12) which will connect the applicationchamberport 21 to the-supplementary reservoir port 18'. In-this position thegraduating stem 7' 6 is pushed outwardly, compressing spring 77, untilthe shoulder 78 oil-said .stem abuts against the sleeve 79, whereupontheyresistance of spring 80 is encountered and further outward movementofthe piston ordinarily ceases. To prevent the valve from moving toemergency posi-v tion when this occurs the port 106 which has the outer'face of the supplementary piston. V

been uncovered by the graduating valve is brought, into such positionthat ityvery slightly overlaps exhaust port 43. Consequently auxiliaryreservoir pressure is exhausted to'the atmosphere sufficiently toreducefthe pressure'on the inner face of the main piston -5 so that themainpiston will not move any farther outwardly, or. toward.

emergency position, but on the contrary will lap back to the positionnow to be described.

6. Owerreducstion lazp position: (Shown in Fig.13.) I'n this positionthe main piston after the reduction of auxiliary reservoir pressure asjust described moves back until the graduating valve. covers the port106 in the main slidelvalve. and stops the further venting of auxiliary.reservoir pressure to the atmosphere, While at the same time the cavity104 in the'main slide-valvecontinues to connect the ports 39. and 2,2,asabove described. In over-reduction position the supplementary valvesupplies air from the sup-, plementary'reserVOir tothe service brakecylinder, and maintains service brake cylinder pressure, exactly as inservice position.

'2". E mergency position. v(Shown in Fig.

14.)This position is assumed upon a sudden large reduction 1n train,.plpe pressure which'causes-the main piston to move out-,

wardly compressing-both springs 7 7 and 80, and causing the shoulder 7Son the graduating stem to unseat the emergency valve 7 5. This'a'llowsthe train pipe pressure to rush from chamber 13 into passage :72, whenceit will unseat the vent valve .84, and either escape to the atmospherethrough exhaust 81, as in Fig. 2, or flow through passage 34 to theemergency brake cylinders"- This secures .the necessary reduction oftrain pipe pressure at each car to'insure the quick serlal action of thebrakes throughout the train. The

slide valves assume the position shown in Fig.-

14, in which emergency brake cylinder port 31 and.supplen'1entaryreservoir port 17 are uncovered, thereby allowingsupplementary reservoirpressure to flow directly to the.

Cavity 102 1n emergency brake cylinder. the main slide valve alsoconnects supplementaryreser-voir port 18 with port 21, also allowingsupplementary reservoir pressure to hereinbefore described.Application'ch'am- A I ber, port 39 is connected through cavity 103 inthe main slide valve with exhaust port- 43, thereby exhausting theapplication chamber,

' It will be recalled that in normal release positionthe chamber 48behind the vent val e piston 84. is open tothe atmosphere through port46, cavity 110 and exhaust port-43.

This readily permits the train pipe pressure to open the vent valve 83as soon asthe emergency valve 75 is kicked open. When the valvemechanism is fully in emergency position the port 106 in the main slidevalve overlaps the port 46, and'as the port 106 is uncoveredby thegraduating valve, auxiliary reservoir pressure flows-through port 83 as.soon as the pressure inchamber 48 has built up to, slightly overbalancetrain pi e '46 and passage 47 tothe chamber 48 behind the piston 84,thereby: closing the vent valve pressure. This function applies to themo ification shown in Fig.2. In the'modification shown in Fig. 7 theport 46 in. the valve train pipe pressure when theemergency valve iskicked open. simp'lylifts the'check -valve' 86 and flows to-theemergency brake cylinderiintil the tension in the latter plus thetension in the check'valve 86 overcomes train pipe pressure when saidcheck valve .willseat.

'seat is not necessary, and in. this case'the With the. valve mechanismdescribed the auxiliary reservoir is a very'small chamber and isnotdepended uponfor supplying any material braking. pressure inthe-brake-cyl inder,.but'merely for-supplying theapplication 'chamber.'The service brake cylinder is supplied with air from the supplementaryreservoir only in all positions of the valve. In serv ce application.the auxili'ar voirsupplies the application cham er and also the chamber54 on the outer face of pis-- ton '52. In .o verreduction position theaux iliary reservoir is-vent'ed to the atmosphere.

In emergency position both the auxiliary reservolr and the supplementaryreservoir are connected to the emergency brake-cylinf 'der, while thesupplementary reservoir is also connected tothe chamber 54 to secure avery quick action of 4 the supplementary valve.

Figs: 16 and 17 show a modification for securing. a graduated release ofthe brakes.

'When this is desired the exhaust port 36 .is

omitted or-plugged, and hence in bothre stricted release and normalreleasepositions Y the exhaust from the application chamber,

application chamber. port 39 and applica tion chamber piston port 22 iseffected through cavity 116 in the graduating valve,

connecting these portsto' exhaust port 43.

The port 112 in the end of the main slide valve has a longitudinalextension 121, so that it laps over the train pip'e port 27, and the endof the graduating valve is provided with a cut-away portion 122, whichlap's over the extension 121 of port 112. Upon a light quick increasemtrai'n pipe pressure insuffib16111) for special charg ng work the mainpiston moves over, carrying the valves to.

the position shown inFig. 16,-therebyad mittingair'from the.supplementary reservoir to the auxiliary reservoir through the port 25,port 111 in-the main slide valve,

cavity 117 in the graduating slide valve, port 112, extension 121, andcut-away' portion 122 of the graduating slide valve. In this positionchamber 54 of the supplementary valve mechanism is open'to exhaust and 1the supplementary valve mechanism moves reservoir, 'so that auxiliaryreservoir pres- 'sure builds up rapidly and when it is slightly. to theatmosphere through the blow-down to the. position shown'jn Fig.1 '5,thereby ber also'regulates the brake cylinder pres opening the servicebrake cylinder to ex-" S re-' 011 a l vi e d i n r m haust.The'auxiliary reservoir is of small "pipe pressure, pressure issuppliedto the ap:

capacity with'respect to thesupplementary plication chamber, but .if thelatter is charged tooheavily the excess a'ir passes oii greater tha thereduced trai i r valve In emergency position, as before desure,:th emain piston moves over and moves. scribed, the application. chamber ispen to the graduating slide valve back to the.posi exhaust and thebrake' cylinders are supplied tion shown in Fig. 17, thereby'breakingthe directly from the train pipe, auxiliary res ,connection between theapplication chamber ervoir, and supplementary reservoir, so

port 39 and application chamber piston port that tl'IGAblOW-dOWI I VBlVGis cut out of action I .22 and exhaust. The supplementary valveand-there is no limit to the maximum brak-" mechanism thereupon movesover andbreaks mg efi' c This arrangement has the ad-.connectionl-between the service brake cylin vantage that the brakecylinder pressure is der. and. exhaust. In this position of the limltedin service appl cations without unvalve the supplementary-valvemechanism is necessary waste of air. The applicatlon effective tomaintain the reduced brake cylchamber is of small-capacity; and even if.

inder pressure in themannerhereinbe'fore fcharged too heavilytheexcessair-exhausts described. By successive light and quick through theblow-down valvewlthout wast= increases in train pipe pressure the brake.mg the rquantlty of. air'which-mustbe ex:

cylinder pressure may be reduced step by hausted' to properly reducethepressure step to secure a graduated release of the. Whenthe blow-downvalve is connected di- Zinove's over as before, but the tram] pipe v vpressure buildsup more rapidly thanthe .1. An air brake 'v'alv'e havingconnections brakes. In case the increase in train pipe rectly to thebrake cylinder or to any other pressure is continuous, the main pistonlarge 'chamber'connected thereto' What I claim is:

. auxiliary reservoir. pressure,"'so that the to the train p1pe, bra'kecylinder, atmos;

" graduated'releaselap pos tion shown in tween the emergency stem 7-6and the emeriliary reservoir,i

"can be very readily "accomplished-by insertj orcollar'78 on thegraduating stem and the. voir. y l'eeve X79; Consequently; as soon, asthe va'lve remains in full release position, shown phere,asuppl'ementary reservoir, and anin Fig. 16', and does not lapback tothe .auxiliaryreservoir, valve mechanism controlling connections. fromthe train pipe to I both of saidreservoirs and arranged on an Fig. 17. v

increase of train pipe pressure to restrict In case it shouldbe desiredto connect the train pipe toi -the emergency'brake cylinders theconnection from'the train pipe" to the in theposition corresponding tooverreduc-- s'upplementary; reservoir. and increase the tion position,the lost mot-ion connection be; connection'fromthe train pipe'to theauxand yielding-means for. gency valve 75 canbedispensedwith.- Thismoving said va ve to' increase the connection from the' train" pipetoth'e supplemening aloose collar 125,v hown in dotted lines "-taryreservoir' and restrict the connection in F'g'. 2, in. the spacebetwee'nthe shoulder -'from the train pipe to the auxiliary reser- Q Ai-r brakevalve mechanism having main piston moves outwardly sufiiciently toconnections to the train pipe, brake cylincompress both springs77i1land- 80, even ,der, 'atmosphere,- auxiliary reservoir, and aslightlyycommunication willibeestablished supplementary reservoir,lmovable abutbetween the train pipe and brake cyl- -ment operating undervariations in train inder.

Y The valve may also be equipped with suit: able devices for limitingthe maximum pres- --pipe pressure and controlling a feeding groove from,the train pipe to the auxiliary reservoir, a valve operated by "saidmovable sure: in the brakecylinden In the form abutment and controllingconnections from shown; in the drawings this comprises a -the trainpipe. to both thesupplementary blow down valve 126 of any suitable orp're-' and the auxiliary reservoir and arranged on ferred construction,and which communijincreasein train pipe pressure to restrict cateswith-the apphcation' chamber 54. Said the connection fromthe train pipetothe.

the passage 41 betweenport 39 in the valve tion from thetrain pipe tothe auxiliary resseat, and the application chamber.

valve is set or adjusted to limit thepressure valve and increase theconnection from the in the application chamber tpa value'which .trainpipe to the supplementary reservoir blow-down valve is shown asconnected to supplementary reservoir and open a connec- This ervoir, andyielding means to move said.

produces the desired maximum pressurein f and reduce the connection fromthe train Y the brake cylinder. The brake cylinder pipe to the auxiliaryreservoir.

pressure is always a function of the pressure 3. Air brake valvemechanism havingconin the application chamber '54, so that regu:nections to'the train pipe, brake cylinder, lation of thepressure 1n theprcssure-cham atmosphere, an auxiliary reservoir and av supplementaryreservoir, valve mechanism controlling connections from the train pipeand arranged on increase of train pipe pressure to connect the trainpipe. to the-supple: inentarv reservoir through a restricted con nectionin said valve mechanism, and yielding means for moving said valve toincrease the connection from the train pipe to the supplementaryreservoir.

4. An air brake valve mechanismhaving connections to the trainpipe,atmosphere, brake cylinder, and-a reservoir, a movable abutmentoperating under variations of train pipe pressure, a graduating stemadapted to be contacted by said movable abutment, a graduating springacting against said graduating stem, and a second spring.

arranged 'to resist the movement of said graduating stem after apredetermined movement of the latter, and a valve actuated by saidmovable abutment, and arranged service reductions to vestablishcommunication from the reservoir to the brake cylinder, and upon greaterreductions to estab lish ,communication from the reservoir to the brakecylinder and vent pressure from the reservoir side of saidvpiston, saidgraduating stem and springs being?arranged under service reductions inpressure to move against the resistance ofone of said'springs,

and in further reductions in train-pipe pressure to encounter theresistance of the ,second spring. Y

5. An air brake valvemechanism having connections to the train pipe,atmosphere, abrake cylinder, an auxiliary r'eser voir and asupplementary reservoir, a movable abutment actuated by variat ons intrain pipe pressure, and a valve actuated by said movable abutmentandcontroll-in'g ports arranged whereby upon increase in train pipepressure communication is established' from the train pipe ;to theauxiliary reservoir and t'o'the supplementary reservoir, and yieldingmeans for moving saidvalve to break the connection from the" train pipeto the auxiliary reservoir and to cation'between said reservoir and thebrake cylinder andbetween the brake cylinder and exhaust, and ablow-downvalve in direct communication with said pressure chamber andarranged' tolimit-the maximum pressure in the brake cylinder. 7

7. An air brake valve having connections to the train pipe, theatmosphere, the brake cylinder, a reservoin'anda pressure cham ber, amovable abutment actuated by variations in train pipe pressure andarranged on'service reductions in train pipe pres sure to opencommunication-between said pressure chamber and a source of pressure,

-.-munication between said pressure chamber and exhaust,supplementaryivalve mechanism controlled by the pressure in'saidpressure chamber and arranged to control .com-

municatio'n between said reservoir .and the" and in, emergency position'to open 'combrake cylinder and'between the brake cy1in-' 'der andexhaust, and a blow-down valve in communication with said pressurechamber and arranged tolimit the maximum pressure in the brake cycations of the-brakes.-

8.".An air brake valve having connection to tlietrainjpipe, theatmosphere,-the brake cylinder, an auxiliary reservoir, a supplementaryreservoir,-and'a pressure chamber,

a movable abutment actuated by variations in train .pipe'pre'ssureandarranged to control communication between "the auxiliary reservoir and.pressurechamber, supplementary valve mechanism controlled by thepressure in said pressure chamber and arranged to control communicationbetween linder on service applithe supplementary IGSQIVOIIFQIld brakecylinder and between the brake cylinder and 1 exhaust, and a blow-downvalve indirect commun cation with saidpressure chamber and arranged tolimit the maximum pressure in the brake'cylinder.

9. An air brake valve having connection to the train pipe,theatmosphere, the brake cylinder, an auxiliary reservoir, asupplementary-reservoir, and a pressure chamber, a movable abutmentactuated by variations in train pipe pressure and arranged on servicereductions in train pipe pressure to connect the auxiliary reservoir tothe .pressure chamber, and in emergency position to open communicationbetween said pressure chainb'er and exhaust,"supplementary valvemechanism controlled by the pressure in said pressure chamber andarranged to control communication between the supplementary. reservoirand the brake cylinder and between the brake cylinder and exhaust; and ablowdow-n'valve in communication with'the presi s l sure chamber andarranged to limit the max 1-,

mum pressure in the brake cylinder in s'ervice applications of-thebrakes. i 10. Air, brake valve 'mechanism' having connections to thetrain pipe, brake cylinder,

atmosphere, an auxiliary reservoir and a supplementary reservoir, avalve controlling connections from the train pipe to the reservoirs, anda movable abutmentfoperated by an increase of train pipe pressurefor'mov 'ing the valve to restrict the connection from the train pipe tothe supplementary reservoir and" to open a quick charging 'connectionbe-7 tween the trainfipipe and auxiliary, reservoir.

connections fromthe train pipe to the reservoirs, a movable abutmentoperated by an; increase of train pipe pressure for moying the valve torestrict the connectionfrom the train pipe to the supplementaryreservoir and to open a quickcharging connection between the train pipeand auxiliary reservoir, and yielding means formovingsaid valve toestablish normal connections from the train pipe to the supplementaryreservoir.

f equalization of train pipe and auxiliary "'30 12. Air brake valvemechanism having connections to the-train pipe, brake cylinder,

atmosphere, an auxiliary reservoir and a supplementary reservoir, avalve controllingj, brake cylinder exhaust. connections from the trainpipe to the resere voirs, and a movable abutment operated by: anincrease of train pipe Ipressure'for mov' ing the valve to restrict theconnection from the train pipe to the supplementary reservoir ahd-toopena quick charging connec tion between thetrain pipe and auxiliary Isupplementary'valve -mechanism' controlled, I 80 and arrange'dto controlcommunication be-.

reservoir, said 'valve being arranged upon reservoirpressures .to'assumea position in which the quick charging connection for the auxiliaryreservoir is closed.

13. Air brake valve; mechanism having connections to the trainpipe,'br'ake cylinder, atmosphere,- an auxiliary reservoir and asupplementaryreservoir, a valve controlling v connections from the trainpipe to the resers voi-rs, am'ovable abutment operated by. an-

inc rea'se of'train pipe pressure for moving the valve to restrict theconnection-from the 7 trainpipe to the supplementary reservoir. and toopen a quickcharging connectionibe;

tween the train pipe and'auxiliary reservoir,

said valve being arranged upon equalization of train pipe and auxiliaryreservoir pressures toassumejaposition inwhich the quick chargingconnection for the auxiliary reservoir is closed, and yielding means formovingisa'ld valve to establish hormal'connec tions from the train pipeto the supplementary reservoir,

my hand;

14. An air brake valve mechanism having connections to the trainpipe,brake cylinder, atmosphere, an auxiliary reservolr, a suppletrain pipeto'the reservoirs a and fromthe I .auxiliary'reservoir to. the pressurechamber,

supplementary valve mechanism controlled by the pressure in saidpressure chamber and arranged to controlcommunic'ation between thesupplementary reservoir and .brake cylinder and fromrtheibrake-cylinderto exhaust, and a'movable abutment operated by an increase o ft'rainpipe pressure for moving said valve-to open a quick chargingconnection,between the trainv ,pipe and auxiliary reservoir and open the pressurechamber to exhaust thereby cause the supplementary valve mechanism toopen the 15'. .Anair brake valve 7 connectionsto the train pipe, brakecylinder,

atmosphere, an auxiliary 'reservoir,-a super jplem'entar-y.reservoir,and a piessurechammechanism having" her, a-valve controlling connectionsfrom the train pipe to the resefivoirs' and from the auxll ary.IBSQIXOLI to tie pressure chamber,

by the pressure in ,said'pressure chamber tween the supplementaryreservoir and brake cylinder and from the brake'cylinder to exhaust, anda movable abutment operated by an increase of train pipe pressure formov- .'ing said'v'ave' to open a quick charging connection, between thetrain pipe and auxiliary reservolr and connect "the pressure. chamber toexhaust and therebyj. caus e the supple. mentary valve mechanism toopenthe brake cylinder exhaust, said, movable abutment beingarrange'd uponequalization of auxiliary reservoir and train pipeipressures to .move

. said valve to cutoff the quick charging 'con 'nection. v In testlmonywhereof, I'ih'ave'hereunto'set JA'ooB RUSHJSNYDIERQ Witnesses I ,ELBERTL. Hr- E; GLENN H. L'ni'nssoi-m.

